65-66-68RFE Comparison
2012 – 2014 6 Speed
Presented by:
Mike Souza
ATRA Senior Research
Technician
Welcome To Today’s
Presentation
Sponsored By:
65-66-68RFE
Rear Wheel Drive Full Electronic
In June of 1998 Chrysler introduced the 45RFE in the 1999 WJ
Jeep Grand Cherokee.
In 2001 the 545RFE arrived and was the base that created the
following three 6 speed transmissions.
In 2006 the 68RFE derived from the 545RFE behind the 6.7L
Cummins diesel.
In 2012 the 65RFE arrived in the V8 Ram 1500, Durango and
Grand Cherokee.
In 2012 the 66RFE also appeared utilizing all six forward gears
in the Heavy Duty vehicles.
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The 66RFE can be identified by the label on the transmission
case. The label contains the part number as well as the build
sequence.
The part number and build sequence are also stamped into the
case below the label.
The 545RFE was recalibrated in 2012 and introduced as the 65RFE in the
Ram 1500, Durango & Jeep V8 models with an improved torque converter.
Physically it’s the same as the 545RFE.
The key difference is the ability to use all six forward gears in sequence
when using Electronic Range Select mode (ERS).
This shifter design is the same as the one used in the NAG1 Chrysler
applications available in WK models in the later part of 2005.
The Electronic Range Select (ERS) shifter allows the driver to select the
desired top gear range providing more control.
The shifters share a common base
assembly.
Since there are different strategies
used to control these transmissions,
some of the components inside the
shifter assembly are different.
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In the normal drive position, the 65RFE uses the same shift
pattern as the 545RFE. Never using 2nd and 3rd gears in
succession.
The 2500 and 3500 model trucks with the V8 gas engines
received the 66RFE, a clone of some of the 68RFE internal
components (including the gear set & ratios) packaged in a
545RFE case.
The 68RFE has the same torque capacity as the Aisin AS68RC
in Ram heavy duty pickups.
The AS68RC case provides the capability to mount a power
take off (PTO) the 68RFE does not. The AS68RC also has a
steeper first gear for better power on take off with the same
sixth gear ratio.
Gear Ratios
545RFE 66RFE
Gear 65RFE AS68RC 68RFE
1 3.00 3.74 3.23
2 1.67 1.96 1.84
3** 1.50 1.34 1.41
4 1.00 1.00 1.00
5 .075 0.77 0.816
6 0.67 0.63 0.625
Reverse 3.00 or 2.21 3.54 4.445
** On 545/65: “2 prime” normally unused.
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The 66RFE derives some of its components from the
545RFE and others from the 68RFE.
The components carried over from the 545RFE are mainly
in the front end of the transmission. These include the
torque converter, pump, underdrive, overdrive, and reverse
clutch steel plates and friction discs.
The valve body is also derived from the 545RFE.
Most of the other components are found further back in the
case of the 68RFE. These include the 2C, low/reverse
friction discs, steel plates, the reaction, reverse, and input
planetary gear sets.
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Underdrive,
Overdrive, Reverse 2C, Low/Reverse Frictions, Steels,
Pump
Clutch Steels, & Reaction, Reverse, & Input
Frictions Planetary Gears
Torque
Converter
Valve
Body
66RFE
Blue – Carry over 545RFE Parts
Green –Carry over 68RFE Parts
Red – Common 545RFE, 66RFE, and 68RFE Parts
66RFE operates closer to the 68RFE than to the 545RFE.
The gear train is identical to the one in the 68RFE.
Specifically, the connections to the reaction sun gear and reaction
ring gear have been swapped, compared to the 545RFE.
545/65RFE
4C Holds
The 66RFE like the 68RFE is designed to allow for full time 6
speed.
On the 66RFE & 68RFE the 4C holds the sun gear causing the ring
gear to be driven by the planetary.
The 4C clutch on the 545RFE & 65RFE holds the ring gear as the
planet is driven by a sun gear.
66RFE & 68RFE 545RFE 65RFE
Component Connection
66RFE & 68RFE
545/65RFE 4C Holds Input Ring Gear in 2nd Prime & 4th
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Component Application
The 2nd prime is enabled to enhance vehicle performance by allowing
for a higher passing gear ratio at highway speeds.
In the 2010 model year, all RFE transmissions use the filter
that was previously used only for 4 wheel drive applications.
Another change for the 2010 model year is all of the RFE
transmissions are now controlled by a TCM that is housed
within the PCM in a single module.
The 66RFE’s underdrive, overdrive, and reverse clutch discs are
the same as those in the 545RFE.
The underdrive and overdrive hub/shaft are different. Because
they are installed into a 68RFE type planetary gear set they are
like the components on the 68RFE.
One way to distinguish between the two is that the 66 and
68RFE have only one set of splines on the overdrive shaft
instead of the 545RFE’s two.
66RFE 545RFE
On all RFE applications, the underdrive, overdrive, and
reverse clutch assembly snap rings may look the same but
they are not interchangeable.
When it comes to clutch clearance adjustments, there are
some similarities and some differences between the three
transmissions.
Underdrive clutch clearance is not adjustable on any of the
transmissions.
Overdrive clutch clearance is different. It’s adjustable on
the 68RFE by way of a selectable overdrive/reverse
pressure plate, but not on the 545RFE or 66RFE.
The reverse clutch clearance is adjustable on all three
transmissions by way of a selectable snap ring.
There are two tapered snap rings with the input clutch
assembly and that these are directional. The tapered side
must face up.
Just as with the input clutch assembly, there are some
similarities and differences between the 4C and 2C clutches on
the three RFE transmissions.
Since the 4C clutch retainers are the same on all three
transmissions, with the same number of clutch discs, 4C
service features are the same as well.
On all of these transmissions, use care when installing the 4C
piston to avoid damaging
the outer lip seal.
On all three transmissions, 4C clutch clearance is adjustable
by way of a selectable snap ring.
The 2C clutch on the 66 and 68RFE has one more disc than the
545RFE, and the 66 and 68RFE piston is shorter.
On all three applications, when assembling the 2C clutch, be
sure the 2C reaction plate goes in first.
To measure 2C clutch clearance, you will need to temporarily
install the 2C clutch and 4C bulkhead retainer in the case
before installing other transmission parts.
The 2C clutch clearance is not adjustable so if the clearance
is out of spec, you will need to replace all of the clutch
Components.
On final assembly, be sure the oil feed holes in the 4C
retainer/bulkhead point toward the valve body. Also take care
when installing the 2C/4C clutch retainer snap ring.
The tapered side of the snap ring must face forward and the
snap ring opening must face the case opening at the
valve body.
Another area where you will find differences in components is
planetary gear sets. The 66RFE and 68RFE gear sets are different than
those used in the 545RFE & 65RFE.
On the 66RFE & 68RFE, you will notice that the reaction sun gear is
welded to the 4C clutch hub.
The 65RFE & 545RFE the reaction ring gear is welded to the 4C clutch
hub.
66RFE & 68RFE 545RFE & 65RFE
4C Hub
Sun Gear Ring Gear
The 66RFE & 68RFE reaction ring gear is welded to the
reverse carrier.
66RFE & 68RFE 545RFE & 65RFE
The 66RFE & 68RFE input carrier assembly includes the
reaction ring gear and input ring gear.
Input Planet Carrier
Input Ring Gear
Output
Shaft
Reaction Ring Gear
The 66/68RFE & 65/545RFE input carrier assemblies.
66RFE & 68RFE 65RFE & 545RFE
Because of their design, the 66 and 68RFE assemblies do not
use a number 7 thrust bearing and the number 11 bearing is
trapped in the input and reverse planetary assembly.
The rest of the planetary gear set thrust bearings are positioned
and numbered the same on all three transmissions.
When installing thrust bearings, pay particular attention to their
orientation. Use this 66/68RFE illustration as a guide.
#7
As a general rule, note that the rolled surface of a thrust
bearing’s outer race must always mate with the surfaces it is
piloted on.
This example shows the thrust bearing being
installed correctly on the outside diameter of the component.
In the 66 and 68RFE transmissions, you will notice that the
low/reverse clutch uses 14 single-sided clutch discs that have
a larger inside diameter than the 12 double-sided clutch discs in
the 545RFE.
The low/reverse reaction plate is directional (flat side down).
In all three transmissions, the low/reverse clutch clearance is
adjustable by way of the clutch pack snap ring.
66RFE & 68RFE transmissions use a sprag-type overrunning
clutch while the 545RFE uses a roller type clutch.
66RFE & 68RFE 545RFE
14 Rollers
As with other RFE transmissions, the input shaft endplay check
can be used prior to disassembly for diagnostic purposes.
It should also be used afterwards to ensure correct endplay as
well as correct assembly.
The tool used for the input shaft endplay check on the 66RFE is
the same as that used for the 545RFE (adapter 8266-1 from tool
set 8266B)
You will notice two stops as you move the input shaft during
the check. The first stop is the movement of the input shaft in
the input clutch hub, and should be subtracted from the final
measurement.
The movement between the first and second stop is the actual
input shaft endplay.
Input shaft endplay is adjustable with a selectable thrust plate
located behind the input clutch and number 5 bearing
The tools used for the output shaft endplay measurement on
the 66RFE are the same as those used on a 68RFE (alignment
plate 10065, socket 8266-20, and the handle from the 8266B set)
The output shaft endplay thrust plate is located immediately in
front of the reaction sun gear.
Take care when aligning the thrust plate notches with the lugs
on the hub.
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